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SPRING PROPELLED CARRIAGE.

N0. 322,071. Patented July 14, 1885.

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SPRING PRGPELLED CARRIAGEi N0. 322,071. Patented July 14, 1885.

(No Model.)

SPRING PROPELLED CARRIAGEs Figi.

(No Model.) 5 Sheets-Sheet 4.

A., W. & E. SGHWIOKERT.

SPRING PROPELLED CARRIAGE.

No. 322,071. Patented July 14, 1885.

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(No Model.)

5 Sheets-Sheet 5. A., W. 82: E. SCHWIGKERT.

.SPRING PROPELLED CARRIAGEi N. Patented July 14, 1885.

UNITED STATES PATENT (")rrrcEQ AUGUST SCHVICKERT, VILHELM SCHVICKERT, AND EDUARD SGHVICK- ERT, OF HGHST-ON-THE-MAIN, GERMANY.

SPRING-PROPELLED CARRIAGE.

SPECIFICATION forming part of Letters Patent No. 322,071, dated July 14, 1885.

Application tiled September 30, 18H4.

To all whom it may concern:

Be it known that we, AUefUsi` ScHWrcK- EET, WILHELM SCHWIOKERT, and' EDUARD ScHWroKERr, all three subjects of the Emperor of Germany, residing in Hchst-onthe-Main,Germany, haveinvented certain new and useful Improvements in Spring-Propelled Garriagcs, of which the following is a specilication.

Our invention relates to improvements in carriages or vehicles driven by a spring-mo tor; and it has for its object to propel the carriage by two spiral springswound of dat steel in the well-known conical shape of the buffersprings, which driving-springs may by compression be set in tension either simultaneously or alternatively. We attain this object by the mechanism illustrated in the accompanyingdrawings, in Which- Figure l is a vertical longitudinal section, and Fig. 2 a horizontal section, of the entire carriage. Figs. 3 and 4 are vertical transverse sections of the carriage, and Figs. 5 to 1l. detail views of the driving mechanism.

The carriage, which is carried by a small leading and steering Wheel, g, and two drivingwheels, A A, at the rear part of the carriage, is driven by two strong horizontally-placed spiral springs, a, of fiat steel wound in the conical shape of the buffer-springs. These springs are compressed and brought in tension, and then their straight movement during the extension is converted into the rotatory motion of the tup driving-wheels. For this purpose, to one extremity of the springs a, the other larger base of which is secured tothe head-wall of the carriageframe, is attached the rack C, supported by the friction-roller c, and gearing with pinion d. The rotation of the pinion d is transmitted to the drivingwheels by the toothed gear d d di d3 di lrlhe toothed wheels d and d are keyed upon a common shaft, B, the toothed wheels d2 and d3 are placed upon another common shaft, C, and the toothed wheel dL is secured upon the axle D of the driving-wheels A. The springs a are compressed by means of the toothed gear e e e2 c3 d. The shaft 3 of the uppermost pinion, e, has square extremities, to which hand wheels or cranks for compressing or bending the springs are applied. The cog-wheel e', gearing with (No model.)

pinion c, is fastened upon a common shaft, 5, with two pinions, c2. Each of the pinions ci is, as. shown clearly by Figs. 5, 6, and 7, provided with a central socket, f. The forked lever m enters an annular recess of this socket f, and as each pinion is sliding by key and key-groove longitudinally on the shaft 5, the forked lever m serves for bringing the pinions et in and out of gear with the cog-wheel ci. The two cog-wheels c, one of which is disposed for each pinion care loose upon their common shaft S, and gear each with one of the two pinions d, gearing with the racks b b. In this way, by turning the shaft 3 of pinion c, and bringing one or the other pinion ci in gear With the corresponding cog-wl1eel e", one or the other of the springs c, or also the two springs, at the same time may be compressed. Now, for retaining, first, the springs a, when entirely compressed; secondly, for bringing in action the springs c when dcsired; thirdly, for coupling the shaft-bearing cog-wheel d only with that pinion (l which is still driven by a spring, a; fourthly, for uncoupling again automatically the. pinion d from the cog-wlieel d as soon as the spring a has lost its tension, the mechanism (shown more detailed by Figs. 8 to l1) is employed. Both pinions d are loose upon their common shaft B, which, as already stated, carries also the cog-wheel d. Each pinion d is provided with acentralsocket, e, having several grooves z, into which the corresponding keys, p, of the coupling-sleevep, sliding by groove and key longitudinally upon the shaft B of pinion d, may enter. The two coupling parts p and e may also bc provided with clutches instead of the keys and grooves, or have any other of the usual coupling arrangements. Thespiral wire spring q, surrounding the socket e, presses against the coupling-sleeve p. At the side of the parts d z p and parallel to their axis is arranged a flat slider, a, prevented from turning and provided with a square hole, '0. This hole is destined to let pass the rack b. As soon as by turning the lever r the slider u, maintained in position by spiral spring o, is moved aside, the hole o will come in face of the rack b, and the latter, propelled by the spring a, will pass through a and transmit its movement to the gearing-pinion d. The

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turning of lever r effected by turning the screw u, the nut t of which is connected by the links s s to the end of lever yr. A small catch, w, hinged to the extremity of the slider a, is maintained usually under thcaction of the depressingspring .t in the position shown by Fig. l0. Consequently it will catcl1,wl1en the slider n is moved laterally,the coupling-sleeve 1) and push the same over the socket :,whereby the rotation of pinion d is transmitted to the cog-wheel d. ln this way, by turning the screw n, the spring a., disposed at the corresponding side of the carriage, is given free, and propels by its tension the driving-wheels. As soon as the spring (t has stretched entirely and lost all its tension, the arm y, Figs. 2 and l1, attached to the inner extremity of rack b, will push against the catch u: and turn the same aside, so that the coupling-sleeve p becomes free and is raised and uncoupled from s by action ol' spring 1]. Catch y1r will then bear on the cylindrical surface of the couplingsleeve p. Now, as pinion d is again loose on its shaft, the spring t at the respective side of shown by Fig. l0, in which it catches the sleeve p. ly turning theJ lever r the parts p and .c will be again coupled. The steeringwhcelf/ is mounted in the fork f/,which is turned round its axis by moving the lever 7.', guided in the slide ,and connected with fork y by lever 7L and connecting-rod l', Figs. l to it. For stopping the carriage one of the usual brakes may be employed.

lVe claim as our inventionl. ln a spri 11g-propelled carriage, the con1- bination of one or more conical. spiral springs, wound of flat steel in the shape of the buffersprings and united with the rack b, with the pinion d, which transmits by a gearing the movement produced bythe compressed springs a to the driving-wheels of the carriage, as described.

2. rlhe combination of the coupling-sleeve p,with coupling-socket ,3, of pinion d, spring (j, slider n, with hole o, spring r, catch w, spring .1', and the arm y, attached to rack b, as and for the purposes specified.

2)'. The combination oflever r, links ss, nuts, and screw 11, as dcscribed,and for the purpose set forth.

At. The combination of the gearing toothed wheels c c/ c with the gearing-pinions ci c2, sliding on their common shaft and provided with central sockets, f,with annular recesses into which enter the forked levers in, as described, and for the purpose set forth.

In witness whereof we have hereunto signed our names in the presence of two subscribing witnesses.

AUGUST SClDVlCKERT.

TILHELM SCIDVICKERT.

YIl D UAR l) SCH TIGR ERT.

lVit nesses:

A. S. lIouUlc, l. GRUND. 

